Steam-heating apparatus for railway-cars



(No Model.)

' a Sheets-Sheet 1.- G. WESTINGHOUSE, Jr. STEAM HEATING APPARATUS FORRAILWAY CARS. No. 420,132.

OI W 9 8 1 a: W 2 W a U d e t n m A a u w mww mm A X 2 t 8 8 h S .w e 8h S 3 J B S U 0 H G N I T S W G M d 0 M O STEAM HEATING APPARATUS FORRAILWAY UARS;

Patented Jan. 28

N. PETERS. Phub-ljlhagrapkar. Wnhinglol; 0 C,

(No Model.) 3 Sheets-Sheet 3.

G. WESTINGHOUSE, Jr.

' STEAM HEATING APPARATUS FOR RAILWAY CARS.

No. 420,182. Patented Jan. 28, 1890.

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PATENT OFFICE.

UNITED STATES GEORGE WESTINGHOUSE, JR., or rr'r'rsnune, PENNSYLVANIA.

STEAM-HEATING APPARATUS FOR RAILWAY-CARS.

SPECIFICATION formingpart Of Letters Patent NO. 420,132, dated January28, 1890.

Application filed Novemberl 1886. Serial No. 2] 9,354. (No model.)

T aZZ whom it may concern.-

Be it known that I, GEORGE W'ESTING- HOUSE, Jr., residing at Pittsburg,in the county of Allegheny and State of Pennsylvania, a citizen of theUnited States, have invented or discovered certain new anduscfulImprovements in Steam-Heating Apparatus for Rail way-Oars, ofwhich improvements the following is a specification.

The object of my invention, which is more particularly designed forapplication to railway-cars, is to provide a heating apparatus wherebyany desired temperature within a wide range of variation may bemaintained with substantial uniformity throughout the interior of arailway-oar or other closed space for the reception and accommodation ofa number of persons, such apparatus being readily and convenientlyapplicable to the ordinary standard constructions, and having thecapacity of speedily raising the temperature to the proper degree, andof automatic as well as hand regulation for the maintenance of a desiredand determined temperature.

To this end my invention, generally stated, consists in certain noveldevices and combinations including a steam-boiler of specialconstruction located exterior to a railway-car or other compartment, aseries of air-heating pipes receiving heat therefrom, a series ofsteam-heating pipes supplied with steam therefrom, mechanism forsupplying fuel to the steam-generator, and a thermostatic device forregulating the supply of the steamheating pipes.

, The improvements claimed are hereinafter fully set forth.

The difficulty, if not the substantial impracticability, of maintaininga proper and desirable degree of heat in railway-cars with the devicesheretofore employed is a matter of common knowledge and a continualsource of discomfort and complaint with the large proportion of thecommunity which constitutes the traveling public. Stoves or otherheating devices placed in the inside of a car are objectionable, amongother reasons, because of the space which they occupy and of the factthat they render the portion of the car adjacent to them unduly Warm if.the remaindcr is sufliciently heated; and the prominent objection whichhas obtained to carheating apparatus of all descriptions .is that ifmade of sufficient capacity to answer the ively to maintain lowerdegrees of temperature as from time to time are desired, and under allconditions of action can be regulated with practical accuracy to theservice required.

In the accompanying drawings, Figure 1 is a side view of a railway-car,illustrating the application of my invention, the car-body being shownin section; Fig. 2, a horizontal section of the same and plan view ofthe fioorwith the seats removed; Fig. 3, a sec tional view of thecar-body illustrating more particularly the arrangement of thethermostatic devices; Fig. 4, a horizontal section through the same;Fig. 5, a longitudinal central section through one of the thermostats;Fig. 6, a similar section through the steamboiler and its accessories;Figs. 7 and 8, transverse sections through the same'atthe lines :0 a:and y 3 respectively, of Fig. 6; Fig. 9, a transverse section throughone of the coal chutes, and Fig. 10 ahorizontal section through aportion of the same.

In the practice of my invention, which is herein shown as applied to apassenger-car of the construction which is standard on the railroads ofthe United States, the steamboilcr by which. heat is generated islocated below the car-body l and in any convenient position between thetrucks 2. The boiler 3, which is properly secured to the sills 4 of thecar, is preferably of cylindrical form, and is provided with a fire'potor furnace 5, which is substantially similar to that set forth inLetters Patent No. 914,522, granted to W. C. Baker July 19, 1881, anddoes not of itself constitute part of my present invention. The fire-pot5,. which is fitted witha proper grate 6, incloses the lower half of theboiler 3 for the major portion of its length, and the products ofcombustion pass from the fire-pot thrmgh'a watebh-eati n g fine 7,extending horn zontali'y through the boiler below its cen- The airrequired to supply the car is admitted through openings in the lower endof the casing 9, and passes upwardly around the 'tubes of thepreliminary air-heater S, into and through a supplemental air-heater 11,which consists of a series of tubes passing through the steam-space ofthe boiler and serves toimpart heat to the air by what is commonlycalled indirect heating. Instead of taking in air directly at the bottomof. the casing 9, as shown, a pipe-connection maybe made to the casingand airbe admitted thereto from the roof orot-her preferred location,suitable screens or filtering devices being provided for the exclusionof dust and cinders. From the tubes of the heater 8 the air passes'int-oa box or case 12, communicating with their delivery ends, and thencepasses in to the car by an upwardly-extcnding low the seats governed bysuitable doors or valves 14.

The boiler 3 is provided with a safety-valve 1, loaded to a determinedsafe pressure, andis supplied with water through a lateral filling-tubelei, having a screw-cap 15 on its outer end, and a water-cock 16, whichis opened when the boiler is being filled, is'located at or slightlybelow the center line of'the boiler, it-being desirable that watershould not be carried above that level in order to obviate liability todamage from freezin The pressure of steam is indicated by a gage placedin any convenient position in the car.

The grate 6, which may be of any suitable and preferred construction, isadapted to be rocked or shaken by arod 17, extending to the interior ofthe car, andis located above a closed ash-pan 18, having hinged doors19- for the admission of air and removal of ashes.

The fire-pot and boiler are inclosed in a suitable non-conducting casing20, to prevent radiation of heat, and the supply .of fuel to thefire-pot is effected through apair of inclined coal-chutes 21, leadingfrom the firepot to the sides of the car and'provided with doors 22 attheir outer and upper ends. A sliding plate or frame 23 rests upon thebottom of each of the coal-chutes 2 l, and partly supports the fuelwhich is placed therein, said plate or frame being adapted to be ationof steam.

line or lines 1 3, having discharge-openin gs be-' shaken or moved backand forth, to feed coal into the fire-pot as required, by a rod 24,extending into the car and operated by a handle or wrench. The rod 2; iscoupled by links 25 26 to the plate or frameflll, as shown in Fig. 10,or in any similar manner. A corrugated plate 27 is titted against theinside of the top of each coal-chute, the corrugations of the plateproviding passages from the. outer ends of the chutes to the 'fire-pot,through which air may be admitted above the body of coal in the chuteswhen their outer end doors are opened. A damper-regulator 28 ofany'suitable construction is connected by a pipe with the steam-space ofthe boiler, and the weighted arm of said regulator is coupled by a cord0. chain 29 to one of the doors 10 of the ashpan 18. It isalso connectedby, a cord or chain 30, passing around a guide-pulley, or by a rodmechanism to the door 22 of one of the coal-chutes 21. As thesteam-pressure in the boiler 3 rises or falls, as the case may be, aboveor below a determined point, the weighted regulator-arm closes or opensthe ash pan door to shut off or admit air below the grate and thecoal-chute door t( shut ofi or admit air above the fire, andcorrespondingly varies as required the degree of combustion andconsequent gener- The standard pressure carried in the boiler, may bevaried, as from time to time desired, by proper adjustments of theweight on the arm of the regulator, said weight acting in oppositedirection to the pressure of the steam upon the piston or diaphragm ofthe regulator. Instead of the ash-pan door, other suitable openings maybe governed by the damper-regulator.

The steam generated in the boiler passes therefrom by a steam-supplypipe 31, leading outof the steam-space of the boiler through the casing9 into transverse-pi; es 32, connected to the pipe 3l'and extendingacross the car below its bottom, said pipes being turned upwardly attheir outer ends and entering the car adjacent to its sides, where theyare connected each to a longitudinal steam-heating pipe 33, extendingthe entire lengthof the car a short distance above the floor. Theconnection of the supply-pipes and heating-pipes is preferably effected,as shown, by means of stop-valves 34, each having a lower opcningin itscase com- 32,.and two lateral openings, each connnunieating with asection of one of the heating-pipcs 33. Steam maybe shut off from eitheror both, of the heating-pipes by the stop-valves whenever desired. AT-piece 35, into which a section-of heating-pipe 3G is se cured, maybeconnected to each of the heatingpipcs below each seat of the car inorder to increase, as far as practicable, t-hcarea of heating-surface.The supply and heating pipes are all arranged to drain in the direc- IXO'120 municating with one of the supply-pipes the preliminary andsupplemental air-heat ers. In moderate weather, when the heated airadmitted through the air-flue is found to be sufiicient to warm the car,the stop-valves of the steam-heating pipes maybe closed,therebyeliminating the heating action of the steam. Instead of one stop-valveon each side of the car, as shown, two may be employed, so thatone-quarter only of the entire area of steam-heating surface may berendered operative, as at the front end of the car, which is ordinarilythe coldest portion.

The application of my improvements embodies the advantages of utilizingthe direct calorific action of the products of. combustion in the mannerof a common hot-air heater with a regulated admission of heat, the re-(luetion of the temperature of the waste pro-. ducts greatly lesseningdanger from fire, and of also equally heating all portions of the car bymeans of steam, which, as is well known, can be readily distributedthroughout every portion of a car or apartment. Provision is made forutilizing all or a desired portion or portions of the steam-heatingsurface, and the action of the heating appliances may be automaticallyregulated by the temperature of the ear, and is also subject toregulation by hand whenever and to such extent as may be deemednecessary or desirable. Theboiler, fire-pot, and preliminary air-heatershould be thoroughly protected against loss of heat by radiation bynon-conducting coverings as commonly employed for that purpose, and thesmoke-pipe 10, which, for convenience of illustration is shown as asingle pipe, is ordinarily made double with an air-space, and is thenthoroughly protected by a fire-proof covering. It has been found inpractice that by reason of the thorough utilization of the calorificpower of the fuel a very low rate of combustion and small consumption offuel suliiee to warm a-car on the coldest day. The pressure carried inthe boiler may be a comparatively high and constant onesay from twentyto thirty poundsand this may be maintained even in the, most moderateweather without causing the temperature of the car to be in excess ofthe required degree.

In the application ofthe apparatus to hotel and buitet cars, a separatesteam-pipe is connected'below the stop'valves 3i for the purpose ofenabling the cooking, roasting, &c.,'to be done by steam heat, as is nowcommonly practiced, such auxiliary pipe and the cooking devices beingarranged to return the water of condensation to the boiler, and as allthe steam devices can be thoroughly protected against loss fromradiation there will be no undue heat in the car even in summer.

The filling-pipe 14: maybe provided with a branch, whereby the boilercan be filled from the inside of the ear, and a hand-pump may be usedfor filling, or water may be forced into the boiler under pressure whendesired and boilers for heating the same by steam or hot water haveheretofore been located below the body of the car, and am further awarethat it has been proposed to inclose a hotwater heating-furnace solocated in a box or casing provided with radiators for the ad mission ofhot air from said box to the car.

Such devices, broadly, I therefore disclaim.

I claim as my invention and desire to secure by Letters Patent 1. Thecombination, with a railway-car, of a steam-boiler located below thebody of the car, a series of steam-heating pipes arranged within the carfor heating by radiation, a

valve-connection to the boiler, a preliminary air-heater connected withthe boiler in position to be traversed by the products of combustion ofthe boiler-furnace, a supplemental air-heater located within thesteam-space of the boiler, and an air-supply flue leading from thesupplemental heater to the interior of the car, substantially as setforth.

2. The combination, with a railway-car or other apartment, of asteam-boile r, a series of steam-heating pipes communicating with theboiler, a compressed-air reservoir, one or more thermostat devices, eachactuating a valve controlling the admission of air to and. its dischargefrom the steam-heating pipes, and pipes connecting the thermostat valvechamber with the air-reservoir and steam-heating pipes, substantially asset forth.

3. The combination, with a railway-car, of an auxiliary reservoir orother portion of an air-brake mechanism adapted to contain air underpressure, a steam-boiler, a series of steam-heating pipes extending thr)u'gh the interior of the car and communicating with the steam-space ofthe boiler, a t ermostatvalve working in a case having m air-dischargeopening, a passage comn unicating with the steam-heating pipes, and apassage communicating with the auxiliary reservoir or other portion ofthe air-brakemechanism containing air-under pressure, said valvegoverning the admission of air from the brake mechanism to thesteam-heating pipes and the discharge of air therefrom, and a thermostathaving a piston or diaphragm which imparts movement to thethermostatvalve, substantially as set forth.

a. The combination, with a railway-car, of a steam-boilerlocatcd belowthe body of the c r, a coal-chute having a capacity beyond that requiredfor one charge of the boiler IIO tion of the boiler. so that water ofcondensation. may freely return thereto as condensation of steam takesplace in the pipes. To admit of the escape of air from the steamheatingpipes suitable self-closing emissionvalves, adapted to be closed byincrease of temperature, may be fitted upon the ends of theheating-pipes farthest from the supplypipes; or the air may bedischarged by ordinary valves or cocks 47, to be opened and closed-byhand.

In order to automatically regulate the degree of heat imparted from theheating-pipes by the standard temperature of the interior of the car athermostat 37 is employed, which accords substantially in principle andstructof a spring 40.

me with that set forth in Letters Patent of the United States No.353,186, dated November 23, 1886, and which is shown in Fig. 5. Thethermostat 37 consists of a chamber or vessel, which 'is filled withalcohol, benzine, or other non-freezing liquid possessing acomparatively high degree of expansibility under variations oftemperature, and closed at one end by a piston or diaphragm 38, abuttingagainst a follower 39, which is moved in one direction by theexpansionof the liquid in the chamber and in the other by the tension 'lhefollower 39 is fixed upon a stem 41, the opposite end of which carries avalve 42, governing a pipe 43, leading to one of the steam-heating pipesand controlling communication between the pipe 43 and a pipe 44, leadingto the auxiliary reservoir 45 ct the air-brake mechanismor to any otherconvenient portion thereof containing air under pressure, as well asbetween the pipe 43 arid an air-discharge passage 45. The thermostat isprovided with a regulating device 46, by which it may be adjusted tomairitain any desired temperature, and forthe purpose of preventing theliquid in its closed chamber from being eifected by the direct action ofthe steam in the heater-pipes the valve 42 is located as far aspracticable from the chamber. Acheck-valve is placed in the pipe 44:,leading to the auxiliary reservoir, to prevent access of water ofcondensation from the steam-heath] g pipes to the air-brake mechanism,and an ordinary self closing discharging device may also be connected tothe pipe 44, and a stop-cocl may be also provided for v ai r from thepipes being accompanied by the passage thereinto of an equivalent volumeof steam from the boiler. The thermostat is adjusted for the temperaturedesired-as, say, Fahrenheit-and in such position the valve 42 closescommunication between the 70 or the other direction, the effect of afall of temperature being to move it toward the liquid-chamber of thethermostat and allow a portion of the air to escape from the heaterturethe thermostat-valve 42 is moved in one pipe, thereby giving room forsteam to take its place. Upon increase of temperature the valve 42 ismoved in the opposite direction, admitting air from the-auxiliaryreservoir 45 to the heater-pipe and forcing back the steam to the boileruntil the temperature is sufficiently reduced to cause the valve to bemoved back into the position required to maintain the desiredtemperature in the car.

In the operation of the apparatus a fire of charcoal or kindling Wood isbuilt upon the grateor the fire-pot, and the coal-chutes are filled'withfuel, which is preferably anthracite coal or coke. The products ofcombustion surround the lower portion of the boiler and pass through itslower fire-tube and 5 through the tubes of the preliminary airheater inthe air receiving casing to the smoke-pipe, which discharges in anyconvenient location. As soon as the fire is started, heat is imparted tothetubes of the preliminary air-heater and from their surfaces to theair passing into the car, such heating-action being exerted before thereis any perceptible elevation of the temperature of the water in theboiler, so thatthe car begins to receive a moderate degree of warmthimmediately upon the starting of the fire. As the boiler becomes furtherheated, and before steam is generated, a correspondinglygreater degreeof heat is imparted to the no air in its passage through the tubes ofthe supplemental heaten'which extend through the steam-space of theboiler. As steam is generated, it flows from the boiler to thesteam-heating pipes in the car, and, if the stopvalves are opened,enters said pipes, filling them to their ends as soon as the air isexpelled. \Vhen the steam-pressure in the boiler reaches its determinedlimit, the damp'er-regulator automatically closes the ash-pan door, and,if the closure of draft thereby does not sufficiently reducethepressure, subsequently opens one of the coalehute doors and admits acurrent of cold air above the fire, these operations being reversed inaccordance with reduction of pressure. During such period as thestop-valves are opened and steam fills the entire system ofsteam-heating pipes a moderate pressure in the boiler will suffice tofurnish heat in the coldest weather, and this= may be supplemented byair heated in its passage through to the interior of the car,suhstgmbially as qet forth.

Iu testimony whereof I have hereunto set my hand.

GEO. WESTINGHOUSE, JR.

Witnesses: Y

J. SNOWDEN BELL, R. H. WHIT'ILESEY.

